Smoke-control and drift valve mechanism



E, D. MYERS,1.. SMOKE CONTROL AND DRIFT VALVE MECHANISM.

' y APPLlCAT-ION FILED MAY26.1919. 1,327,404.

vll 6 n l S n a S TJ m d H e s lTU 6 nm ///r l l/l/ .m Q D1 5.1. D. MYERS. 1R. SMOKE CONTROL AND-DRIFT VALVE MECHANISNI.,

APPLICATION FILED MAY 26, |919. 1,327,404. Patented Jan. 6, 1920.

Y v 5 SHEETS-#SHE 2.

1 @f WM E. T. D. MYERS, Jn. SMOKE CONTROL AND DRIFT VALVE MECHANISM.

APPLICATION FILED MAY 26, 1919 1,327,494. Patented Jan. 6,1920.

6 SHEETS-SHEETL jdjfl! wif 34 Patented Jan. 6,1920..v

6 SHEETS-SHEET 4.

l www... y R w fvwm@ as. @may @thune-1,5

E. T. n. MYERS, 1R. SMOKE CONTROL AND DRIFT VALVE MECHANISM.

APPLICATION FILED MAY 25, 1919. y

Patented Jan. 6,1920.

ESHEETS-SH'EET 5.

im- -Ui! J I@ Zc'f ,0

f i i Lm? E. T. D MYERS, JR. SMOKE CONTROL AND DRIFT VALVE MECHANISM.

APPLICATION FILED MAY.26l 1919. f 1,327,404. A Patented Jan; 6,1920.

S-SHEET 6.

@am l ma? Matty/,01u37 EDMUND TRQWBRIDGE DANA MYERS, J R., 0F RICHMOND, VIRGINIA.

SMOKE-CONTROL .AND DRIFT VAIVIE MECHANISM.

Application filed 'May 26, 1919.

To all whom t may concern:

Be it known that I, EDMUND T. D. MYERS, J r., a citizen of the United States, residing at Richmond, in the county of Henrico, State of Virginia, have invented certain new and useful Improvements in Smoke-Control and Drift Valve Mechanism, of which the following is a description, reference being had to the accompanying drawino' and to the figures of reference-marked t ereon.

This invention relates to new and useful improvements in` devices for the abatement and control of smoke' issuing from the stack of railway locomotives.

My invention has for its object the abatement and control at the will of the engineer of the amount of smoke issuing from the stack to such an extent as tofxrender it practically unnoticeable when passing through tunnels, train sheds, towns, and otherplaces where smoke is now a great nuisance and the sparks a menace, while at the same time permitting the engineer to avail himself of the full force of the draft when the occasion demaiids.

Another object resides in a construction permittinga moderation of the draft to prevent the jerking from the bed of the fire and the expulsion from the stack bythe forced draft, part of the fuel and smoke before it has had time to burn.

Still another object lies in preventing the occurrence of a vacuum in the main cylinders sufficient in extent to draw into the main exhaust passage, the valves and vthe cylinders cinders, sparks and smoke when the steam is shut olf and the locomotive is drifting. i'

.A further object resides in a construction which eliminates the present practice vof opening the fire box door when the engine is starting or pulling an extremely heavy load, with the consequent bad eifect on the boiler due to the rush of cold air through it. It will be understood that, when the lire box door is opened, there is a reduction of draft below and through the fire .and through the grates because a large part of the air goes through the door and over the top of the fire and does not heat the bed but has a chilling influence upon the flues.

'In the drawings, which show yby way of Specification of Letters Patent.

Patented Jan. 6, 11920.

serial No. 299,707.

illustration one embodiment of the invention Figure l is a side elevation of a` modern locomotivein dotted outline with my invention applied thereto;

Fig. 2 is an enlarged sectional detail taken through the smoke box and showing the re-lative arrangement of the main and auxiliary nozzles, the stack and by-pass;

F ig. 3 is a side elevation of the exterior casing and control cylinder and its manner of attachmentl to the cylinder saddle which `is shown in section;

4; is a detail sectional view of the auxiliary nozzle and the manner of Vattaching it to the cylinder saddle; 'Fig. 5 is a similar view of the mainexhaust nozzle and valve therein;

Fig. 6 is an elevational view of the main vnozzle withthe valve shown in dotted outline;

Figs. 7 and 8 are detail views of the adjustable bearing for the valve shaft;

FigQQ is a sectional' detail view ofthe engineers control valve; and

Fig. 10 is an elevation of the same taken at right angles thereto. Y

Locomotives of the present day are provided with an exhaust pipe nozzle communicating with the exhaust from the cylinder. This nozzle is ordinarily attached to the cylinder saddle and is .located in the smoke box in a position to discharge directlyV into the smoke stack for producing a draft in the usual manner. The present invention contemplates a construction in whichthe single exhaust pipe nozzlevis replaced by a double nozzle, the Amain nozzle of which discharges through the stack, as heretofore, while the auxiliary nozzle has a by-pass connection with the atmosphere so that the lsteam discharged therethrou'ghproduces no draft in the smoke Abox and stack. Located preferably in this double nozzle is a double valve mechanism adapted in one position tov close the auxiliary nozzle which discharges directly to the atmosphere, leaving' the main nozzle open; and in its other position to almost entirely close the inain'nozzle rwhich discharges through the Vstack and to open the auxiliary nozzle connected with the atmosphere. In ,the first position-the exhaust steam passes only thrpugh the smoke stack and produces a draft in the usual manner. In the second position of the valve the main body of the steam discharges through the auxiliary nozzle into the atmosphere, thus contributing nothing` to the force of the draft, while a small portion of the steam discharges through the'almost closed main nozzle, thereby permitting passage of enough steam to cause a small amount of draft through the smoke stack to keep the fire alive and prevent back-draft, but not enough draft to discharge smoke andcinders into the atmosphere in suiiicient quantity to be noticeably objectionable.

rFor the purpose of operating' the valve mechanism in the nozzle, there is provided a steam operated valve controlling means consisting of a cylinder, the piston of which is attached to the valve mechanism, while the cylinder chamber is connected by means of a conduit to an engineers control valve preferably in the cab and operated by hand lever in convenient reach of the engineer. The three ports in this control valve connect the control cylinder with the boiler and the atmosphere, respectively, and the piston therein is provided with ports to effect in one position connection from the boiler to the operating cylinder,- and in the opposite position connection from the operating cylinder to rthey atmosphere.

In addition to the hand lever for operating the control valve to open or close the nozzle valves, there is provided a special connection between the control valve and the engineers throttle lever consisting of a telescoped bar nd spring construction permitting an opening movement of the throttle independent of the control valve but arranged to operate the control valve to close the main exhaust nozzle and open the auxiliary by-pass nozzle when the throttle is closed, so that the suction caused by the reciprocating motion of the main piston draws from the clean atmospliere backward through the vapor exhaust pipe, and not, as at present, from the smoke box laden with cinders, sparks and smo-ke. The amount of air sucking through the perforations in and the annular space surrounding the valve in the main exhaust nozzle is negligibly small; Thus, the wear of the valve chests, pistons and cylinders, due to the presence in them of the cinders, sparks and smoke, is prevented.

The invention in its preferred form contemplates a double exhaust nozzle adapted to be attached to a boss 1 on the cylinder saddle 2 and coimnunicating with the steam exhaust ports 3 therein. Since this double nozzle is used to replace the single nozzle of the present day use, the usual hold-down bolts 4i are used. At the front of the nozzle these bolts l thread directly into the boss l, as shown .in 5, and at the rear they pass through H"bearings 17 in the steel pads or filling blocks 5, through the walls 6 of the smoke box, and into the cylinder saddle 2. The steel pads are provided to fill the space between the lower wall of the auxiliary nozzle, hereinafter described, and the lower wall of the smoke box which is seated on the cylinder saddle.

The preferred form of nozzle includes an integral casting consisting of a main nozzle 7 and an auxiliary nozzle 8 to which is fastened by bolts 9 on its upper side a correspendingl double exhaust pipe consisting of a main exhaust 10 and an auxiliary exhaust 11 which form a continuation of the nozzles. rfhe main nozzle 7 is arranged to create the usual draft, as heretofore, by discharging directly into the stack 12in the smoke box which is of the usual type.

In order to discharge the steam from the auxiliary nozzle 8 without creating a draft through the stack 12, there is connected to the exhaust pipe a by-pass pipe 13 which-has a slidinglit in a flanged seat lll in the upper mouth of the auxiliary exhaust pipe 11. This 1oy-pass 13 projects through the wall 6 of the smoke box to the rear and lower than the stack mouth, and is preferably bolted in place by a ring 15 which is inturn riveted to the by-pass pipe. The by-pass pipe 13 may discharge to any other convenient place without the smoke box, such as in front of the stack 12.

For the purpose of controlling the flow of steam through the main and auxiliary nozzles, there is provided in the main nozzle a valve 22 and in the auxiliary nozzle a valve 26 preferably arranged on a common shaft 16, which in the present construction has its thickened walls of the exhaust nozzle and exhaust pipe. At the rear, the walls of the auxiliary nozzle and exhaust pipe are extended to provide a casing 18 to exclude from the valve mechanism the cinders, smoke and sparks passing through the smoke box. The rearward end of the valve shaft is extended into this casing 18 for a purpose hereinafter described and has an adjustable bearing 19 in the walls thereof similar to the bearing at the other end of the Yvalve shaft. As illustrated in Figs. 7 and 8,

the bearings 17 and 19 of the valve shaft are provided with brass bushings 20 which may be adjusted by means of set screws 21 to the desired degree of tightness to pig-event lost motion of this shaft. v

The valves 22 and 26, which are preferably arranged on the common shaft 16 at an angle of 90 to each other so that one closes as the other opens, and vice-versa, on rotation of the shaft, are similar in design and operation except that the valve 22 controlling the steam flow through the main nozzle 7 is provided with a series of staggeredperforations 23 adapted to permit a slight amount of steam to pass therethrough when the valve is in closed position. In additi n, there is a slight clearance 24 between the edge ofthe valve and the Walls of the exhaust nozzle 7 and exhaust pipe 10 which affords egress of steam. This main exhaust valve, when in open position, is adapte-d to form a continuation of the usual baiiie plate 25 formed in the exhaust passage.

While these valves 22 and 26 are shovvn as of the present design and operated from the common shaft 16, it is obvious that any suitable design of valve to accomplish the same function may be used, and it is also patent that with modifications Within the scope of the invention these valves may be independently operated or located in any convenient part of the exhaust passages.

The meansfor operating the valve shaft 16 comprises a control cylinder 27 adapted to be screwed into the VWall 6 of the smoke box, preferably to the rear of the cylinder saddle 2, and said cylinder 27 is' held in this position by a threaded flange 28. As shown more particularly in Fig. 2, the inner end 29 of this cylinder threads into the'rearward extension of the nozzleV which forms the cinder-proof casing 18 for the connection between this cylinder 27 and the valve shaft 16. Adapted to reciprocate in this cylinder is a piston 30 provided With'suitable connections, such as the rod 31, to the crank`32 on the extension of the valve stem 16. In lorder to limit the inner stroke of this piston 30, there is 'attached Within the cylinder 27 at its inner end by bolts 32 or other means a stop, preferably in the form of a circular block 31 provided with concentric bore for permitting` thepiston rod connection to reciprocate in' the cylinder Wall. In the space between the xed block and the head of the piston is arranged a coil spring 33 for the purpose of returning the piston 30 to its i normal outward position in the cylinder 27 when the device is not in use. The head of the cylinder is preferably closed by a screw threaded cap 34 provided with a drain hole 35 for discharging the Water condensed from the steam. In case air is used `as vthe pressure medium, this drain hole may be omitted. A small steam trap (not shovvn) may be attached to the drain hole 35 to prevent escape of steam but permit drainage of condensation.

In order to operate the piston lin this conthree centrally arranged ports into which are threaded pipes connecting to the atmosphere 38, to the KVsource of 'pressure 39, preferably the engine boiler in this case,

and to the control cylinder 36 heretofore described. c

Adapted to be reciprocated Within this cylinder 37 is a control valve 40 rovided at one end with a projection 41 to limit its out- Wardstroke. T0 the other end of this kvalve is attached the valve stem 42 projecting through a closing cap 43 having an exterior annular Wall 44 formingav seat for the reception of packing material 45 which, in connection with a steel Washer 4 6 and a threaded nut 47, form a pressure tight packing for the valve stem 42 which is adapted to be reciprocated therethrough. The valve itself is provided at its inner end with a channel 48 which, when the valve is in its extreme outer position, connects the pressure pipe 39 with the pipe connecting with the control valve cylinder 27 to operate the piston 30 therein. valve is provided with a channel portion The central portion of thel 49 Which does not extend entirely around the valve .and is adapted to connect the control cylinder 27 with the conduit 38 leading yto the atmosphere, whereby permitting the spring 33 to return the piston 30 to its normal outer position. Preferably cored in the Walls of the control valve cylinder are conduits 50 leading from the inner extremities ofthe valve cylinder tothe port 38 connected With the atmosphere so that there will be no backing up of pressure in front of the valve .40 as'it advances in either direction. In

V.convenient stationary member, herein shown the control cylinder 37. In addition vto the lever 52 for .operating at will the control valve '40, there is also provided aspecial connection to the engineers throttle valve. `This connection takes the form of a hollow sleeve 56 adapted to be secured in any suitable mannerto the `extreme end of the valve rod 42 This sleeve 56 receives the telescoping member 57 which is pivotally connected to the engineesthrottle lever 59 located as usual in the cab as vshown in Fig. 1. Within the sleeve 56, between the end of the valve rod 42 and the telescoping vmember 57 thereA is arranged a spring 58'to take up lost motion and prevent shock to the piston of the control valve when movedbythe closing of the 'throttle valve. This telescopic connection provides means whereby the inner or closing movement of the throttle valve Willoperate the control valve 40,

lwhereas the reverse or opening movement of the throttle valve will have no effect upon it.

Operation.

zle 26. In the initial starting, the engineer Y grasps the hand .lever 52 and holds it from being forced to the left'by spring 51, when the throttle is opened. Immediately he opens the throttle 59. The steam will now liow in two directions: first, through the small holes 23 in the main exhaust valve 22, as well as through the small annular space 24E between the peripheryT vof the valve 22 and the walls of the exhaust pipe 7, so as to permit the passage of enough steam to cause a small amount of draft through the stack l2 to keep the re alive and prevent back-draft, but not `enough to discharge smoke'vand cinders into the atmosphere'in suflicient quantity to be noticeably objectionable; and second, the main body of steam will pass through the auxiliaryT nozzle 11 and intothe atmosphere, thus contributing nothing` to the force of the draft and preventing back` pressure into the main steam cylinders. This arrangement of the -valves is particularly desirable in starting the locomotive since the excessive draft usually producedv byy the full discharge' of 'steamr through the stack is avoided. Experience has shown that such a draft has a tendency to pull the bed of fire to pieces, and to expclthrough the stack part of the unburnt fuel and combustion products.

At the desired time, should the engineer wish to avail himself of the draft created by the full force of the steam discharging through thev stack 12he releases his hold on 'the hand lever 52 which, by'reason ofthe spring 51 in the yalve cylinder 37, will move thefvalve LlOto its other extreme position in the valve cylinder 37, thus throwing the hand lever 52 to the left, as shown in* F ig. In this position, the valve 40 connects the valve operating cylinder 27 with thc atmosphereso that the spring 33 in the cylinder 27 forces its piston 30 down, rotating thc valve 22 in the main exhaust, whereby all of the steam is discharged into the stack 12.

1xVhen the engineer closes his throttle and the locomotive begins to drift, the telescopic connection 56, 57 and 58 between the throttle lever 59 and the control valve l0 immediately operates the latter against the action of the spring 5l in the valve cylinder, thus supplying' steam to the control cylinder 27 to close the valve 22 inthe main exhaust pipe 10 and open the valve in the auxiliary exhaust pipe ll. In this position ofthe valves with the steam shut off, the suction caused by the reciprocating motion of the main pistons draws from the clean atmosphere backward through the auxiliary pipe 13 and notas at present from the smoke box laden with cinders, sparks and smoke. rlhe amount of air sucked through the pei14 forations 23 in and the annular space 2l surrounding the valve 22 in thelmain ex haust pipe is negligibly small. rlhus the cutting of the valve chests, pistons and cylinders due to the presence in them of cinders, sparks, and smoke is prevented. Obviously it is within the contemplation of this invention to provide the hand lever 52 operating the control valve with means to hold it in both or in either extreme position, but the device is preferably operated without such an attachment.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is: f l. In a device of the character described,

in combination with the stack,'the cylinder saddle and smoke box of Va locomotive, a draft device therefor comprising a steam exhaust nozzle adapted to be attached to the cylinder saddle and communicating with the usual cylinder exhaust ports therein, said nozzle including a main nozzledischarging directly into the stack and an auxiliary nozzle, a steam by-pass connection from said yauxiliary nozzle to the atmosphere, and

separate means for controlling the discharge of steamV through each' nozzle, said means being operable at will.

2. In combination with the smoke box, stack and cylinder saddle of a locomotive, a draft device therefor including means connected with the usual cylinder steam exhaust ports adapted to discharge the steam directly into the stack, means also connectedv with said exhaust portsandadapted to discharge steam into the atmosphere independently of said stack, and separate means operable at will for controlling the llow of steam throug discharging means.

3. In combination with the smoke box', stack and cylinder saddle of a locomotive, a draft device therefor including means connected with the usual cylinder steam exhaust ports adapted to discharge the steam directly into the stack, means also connected with said exhaust ports and adapted to discharge steam into` the atmosphere independently of 'h 4each of said iirstmentioned steam said stack, and valve mechanism for each steam discharging means operable at Will for controlling the iioW of steam therethrough. Y

4. In combination With the smoke-box, stack and cylinder saddle of a locomotive, a draft device therefor including means connected with the usual cylindery steam exhaust ports adapted to discharge the steam directly into the stack, means also connected with said exhaust ports and adapted to discharge steam into the atmosphere independently of said stack, a valve for each of said steam discharging means to control the flovv of steam therethrough, and means for operating said valves at Will.

5. In combination With the smoke box, stack and cylinder saddle of a locomotive, a draft device therefor including means connected With the usual cylinder steam exhaust ports adapted to discharge the steam directly into the stack, means also connected With said exhaust ports and adapted to discharge steam into the atmosphere independently of said stack, a valve for said firstmentioned means adapted to permit a small iiovv of steam therethrough, a valve for said second-mentioned steam discharging means adapted in the closed position to totally close the steam, and means for controlling said valve at Will.

6. In combination with the smoke box, stack and cylinder saddle of a locomotive, a draft device therefor including means connected With the usual cylinder steam exhaust ports adapted to discharge the steam directly into the stack, means also connected With said exhaust ports and adapted to discharge steam into the atmosphere independently of said stack, a valve for said firstmentioned means adapted to permit a small flow of steam therethrough, a valve for said second-mentioned steam discharging means adapted in the closed position to totally close the steam, and means operable at Will for controlling said valve including mechanism for opening one valve and closing the other, and vice versa. A

7. In combination with the smoke box, stack and cylinder saddle of a locomotive, a draft device therefor including means connected With the usual cylinder steam exhaust ports adapted to discharge the steam directly into the stack, means also connected With said exhaust ports and adapted to discharge steam into the atmosphere independently of said stack, a valve for controlling the lovv of steam through either of said steam discharging means, a valve operating cylinder, a pressure operated piston therein connected to said valve, for said piston, a three-Way valve operating therein, connections from said valve to the atmosphere, the source of pressure and the a control cylinder valve Ioperating cylinder, and means for operating said valve to connect said cylinder With either the source of pressure or the atmosphere. -k

8.In combination With the smoke box, stack and cylinder saddle of a locomotive, a

draft device therefor including means con-v and adapted tovbe attached to the engineers throttle lever for operating said valve only on the closing movement of said lever, a second valve controlling means operable independently of said lever.

9. In combination With the locomotive smoke-box, stack and cylinder saddle having the usual cylinder steam exhaust ports, a.

draft device comprising a main exhaust nozzle communicating With steam exhaust and arranged to discharge directly into said stack to create the usual draft, a valve in said nozzle, an auxiliary exhaust nozzle communicating With said steam exhaust port 4 and provided With a by-pass to discharge said steam into the atmosphere outside of said smoke box, a valve in said nozzle, and connecting means between said valves and the locomotive throttle lever, whereby a closing movement thereof operates to close the valve in the main nozzle to prevent the inhau'stion of cinders into the steam cylinders.

10. In lcombination with the locomotive smoke-box, stack and cylinder saddle having steam exhaust ports, a draft device including main and auxiliary exhaust nozzles communicating With said exhaust ports, said main nozzle arranged to discharge into the stack, a by-pass for said auxiliary nozzle arranged to discharge into the atmosphere outside the smoke box, a perforate valve in said main nozzle, a valve in said auxiliary nozzle, means to open said auxiliary nozzle valve and to close said main nozzle valve whereby a small portion of steam is discharged through the perforations in said closed main valve suficient to f cause a slightv draft through said stack. l

11. In a device of the character described,

in combination with the smoke-box, stack and Vcylinder/saddle of a locomotive, a main exhaust nozzle connecting With the usualV said main nozzle, means to operate saidv valve mechanism, said means including a cylinder and a spring-pressed piston therein, means to operate said piston including av valve cylinder and reciprocable valve therein, said valve cylinder being provided With ports leading to the atmosphere, a source of pressure, and to the first-mentioned cylinder, a spring-pressed valve reciprocating in said valve cylinder and adapted `to connect said first-mentioned cylinder with either the atmosphere or the source of pressure, and means for operating said valve.

12. In a device of the class described, a compound exhaust nozzle adapted to be attached to the cylinder saddle of a locomotive comprising a-lower casting including main 20 and auxiliary exhaust nozzles, an upper casting including main and auxiliary exhaust pipes adapted to form continuations of said nozzles, said castings being provided at their junction with bearings, a valve shaft 25 adapted to be mounted in said bearings and having an extension, main and auxiliary exhaust valves mounted on said shaft in saidV nozzles, the upper and lower castingsbeing,`

provided with extensions, tlie junction of 30 said extensions forminga bearin` for said llllllU lll] llll.' JR. 

